Multi-speed transmission

ABSTRACT

The present disclosure provides a multiple speed transmission having an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. Each of the plurality of planetary gearsets includes a sun gear, a ring gear, and a carrier member with pinion gears. The input member is selectively interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least ten forward speeds and one reverse speed are achieved by the selective engagement of the plurality of torque-transmitting mechanisms.

RELATED APPLICATIONS

The present application claims the benefit of and priority to U.S.Provisional Patent Application Ser. No. 62/216,036, filed Sep. 9, 2015,the disclosure of which is hereby incorporated by reference in itsentirety.

FIELD OF THE DISCLOSURE

The present disclosure relates to a multiple speed transmission, and inparticular to a multiple speed transmission capable of achieving ten ormore speeds.

BACKGROUND

Multiple speed transmission use a number of friction clutches or brakes,planetary gearsets, shafts, and other elements to achieve a plurality ofgear or speed ratios. The architecture, i.e., packaging or layout of theaforementioned elements, is determined based on cost, size, packagingconstraints, and desired ratios. There is a need for new architecturaldesigns of multiple speed transmissions for achieving different ratioswith improved performance, cost, efficiency, responsiveness, andpackaging.

SUMMARY

In a first embodiment of the present disclosure, a multiple speedtransmission includes an input member; an output member; first, second,third and fourth planetary gearsets each having first, second and thirdmembers; a plurality of interconnecting members each connected to atleast one of the first, second, third, and fourth planetary gearsets; afirst torque-transmitting mechanism selectively engageable tointerconnect the second member of the third planetary gearset with astationary member; a second torque-transmitting mechanism selectivelyengageable to interconnect the third member of the first planetarygearset and the first member of the third planetary gearset with thestationary member; a third torque-transmitting mechanism selectivelyengageable to interconnect the second member of the second planetarygearset with the input member; a fourth torque-transmitting mechanismselectively engageable to interconnect the first member of the secondplanetary gearset and the first member of the fourth planetary gearsetwith the input member; a fifth torque-transmitting mechanism selectivelyengageable to interconnect the second member of the second planetarygearset with the third member of the third planetary gearset and thethird member of the fourth planetary gearset; a sixthtorque-transmitting mechanism selectively engageable to interconnect thesecond member of the second planetary gearset with the second member ofthe third planetary gearset; wherein the torque transmitting mechanismsare selectively engageable in combinations of at least three toestablish at least ten forward speed ratios and at least one reversespeed ratio between the input member and the output member.

In one example of this embodiment, the input member is not continuouslyinterconnected with any member of the first, second, third, or fourthplanetary gearset, and the output member is continuously interconnectedwith the second member of the fourth planetary gearset. In anotherexample, the plurality of interconnecting members includes a firstinterconnecting member directly connecting the first member of the firstplanetary gearset with the stationary member. In a third example, theplurality of interconnecting members includes a second interconnectingmember continuously interconnecting the second member of the firstplanetary gearset with the third member of the second planetary gearset.In a fourth example, the plurality of interconnecting members includes athird interconnecting member continuously interconnecting the thirdmember of the first planetary gearset with the first member of the thirdplanetary gearset.

In a fifth example, the plurality of interconnecting members includes afourth interconnecting member continuously connected to the secondmember of the second planetary gearset. In a sixth example, theplurality of interconnecting members includes a fifth interconnectingmember continuously interconnecting the first member of the secondplanetary gearset with the first member of the fourth planetary gearset.In a seventh example, the plurality of interconnecting members includesa sixth interconnecting member continuously interconnecting the thirdmember of the third planetary gearset with the third member of thefourth planetary gearset. In an eighth example, the plurality ofinterconnecting members includes a seventh interconnecting membercontinuously connected to the second member of the third planetarygearset. In a ninth example, the torque transmitting mechanisms areselectively engageable in combinations of at least three to establish atleast ten forward speed ratios and one reverse ratio between the inputmember and the output member.

In a tenth example of this embodiment, the torque transmittingmechanisms are selectively engageable in combinations of at least threeto establish at least thirteen forward speed ratios and one reverseratio between the input member and the output member. In a furtherexample, when shifting from at least one forward speed ratio into one ofa successive higher and a successive lower forward speed ratio causes atleast two of the first, the second, the third, the fourth, the fifth andthe sixth torque transmitting mechanisms to disengage and at least twoof the first, the second, the third, the fourth, the fifth, and thesixth torque transmitting mechanisms to engage. In yet another example,when shifting from one forward speed ratio into one of a successivehigher and a successive lower forward speed ratio causes at least one ofthe first, the second, the third, the fourth, the fifth and the sixthtorque transmitting mechanisms to disengage and at least one of thefirst, the second, the third, the fourth, the fifth, and the sixthtorque transmitting mechanisms to engage. In a different example, a hillhold condition is achieved when the first, second and sixthtorque-transmitting mechanisms are selectively engaged.

In another embodiment of this disclosure, a multiple speed transmissionincludes an input member; an output member; first, second, third andfourth planetary gearsets each having a sun gear, a carrier member, anda ring gear; a plurality of interconnecting members each connected to atleast one of the first, second, third, and fourth planetary gearsets; afirst torque-transmitting mechanism selectively engageable tointerconnect the carrier member of the third planetary gearset with astationary member; a second torque-transmitting mechanism selectivelyengageable to interconnect the ring gear of the first planetary gearsetand the sun gear of the third planetary gearset with the stationarymember; a third torque-transmitting mechanism selectively engageable tointerconnect the carrier member of the second planetary gearset with theinput member; a fourth torque-transmitting mechanism selectivelyengageable to interconnect the sun gear of the second planetary gearsetand the sun gear of the fourth planetary gearset with the input member;a fifth torque-transmitting mechanism selectively engageable tointerconnect the carrier member of the second planetary gearset with thering gear of the third planetary gearset and the ring gear of the fourthplanetary gearset; a sixth torque-transmitting mechanism selectivelyengageable to interconnect the carrier member of the second planetarygearset with the carrier member of the third planetary gearset; whereinthe torque transmitting mechanisms are selectively engageable incombinations of at least three to establish at least ten forward speedratios and at least one reverse speed ratio between the input member andthe output member.

BRIEF DESCRIPTION OF THE DRAWINGS

The above-mentioned aspects of the present disclosure and the manner ofobtaining them will become more apparent and the disclosure itself willbe better understood by reference to the following description of theembodiments of the disclosure, taken in conjunction with theaccompanying drawings, wherein:

FIG. 1 is an exemplary block diagram and schematic view of oneillustrative embodiment of a powered vehicular system;

FIG. 2 is a diagrammatic view of an embodiment of a multiple speedtransmission;

FIG. 3 is a truth table presenting an example of a state of engagementof various torque transmitting mechanisms in each of the availableforward and reverse speeds or gear ratios of the transmissionsillustrated in FIG. 2;

FIG. 4 is a diagrammatic view of an embodiment of a multiple speedtransmission;

FIG. 5 is a truth table presenting an example of a state of engagementof various torque transmitting mechanisms in each of the availableforward and reverse speeds or gear ratios of the transmissionsillustrated in FIG. 4;

FIG. 6 is a diagrammatic view of an embodiment of a multiple speedtransmission;

FIG. 7 is a truth table presenting an example of a state of engagementof various torque transmitting mechanisms in each of the availableforward and reverse speeds or gear ratios of the transmissionsillustrated in FIG. 6;

FIG. 8 is a diagrammatic view of an embodiment of a multiple speedtransmission;

FIG. 9 is a truth table presenting an example of a state of engagementof various torque transmitting mechanisms in each of the availableforward and reverse speeds or gear ratios of the transmissionsillustrated in FIG. 8;

FIG. 10 is a diagrammatic view of an embodiment of a multiple speedtransmission;

FIG. 11 is a truth table presenting an example of a state of engagementof various torque transmitting mechanisms in each of the availableforward and reverse speeds or gear ratios of the transmissionsillustrated in FIG. 10; and

FIG. 12 is a truth table presenting an example of a state of engagementof various torque transmitting mechanisms in each of the availableforward and reverse speeds or gear ratios of the transmissionsillustrated in FIG. 6.

Corresponding reference numerals are used to indicate correspondingparts throughout the several views.

DETAILED DESCRIPTION

The embodiments of the present disclosure described below are notintended to be exhaustive or to limit the disclosure to the preciseforms disclosed in the following detailed description. Rather, theembodiments are chosen and described so that others skilled in the artmay appreciate and understand the principles and practices of thepresent disclosure.

Referring now to FIG. 1, a block diagram and schematic view of oneillustrative embodiment of a vehicular system 100 having a drive unit102 and transmission 118 is shown. In the illustrated embodiment, thedrive unit 102 may include an internal combustion engine, diesel engine,electric motor, or other power-generating device. The drive unit 102 isconfigured to rotatably drive an output shaft 104 that is coupled to aninput or pump shaft 106 of a conventional torque converter 108. Theinput or pump shaft 106 is coupled to an impeller or pump 110 that isrotatably driven by the output shaft 104 of the drive unit 102. Thetorque converter 108 further includes a turbine 112 that is coupled to aturbine shaft 114, and the turbine shaft 114 is coupled to, or integralwith, a rotatable input shaft 124 of the transmission 118. Thetransmission 118 can also include an internal pump 120 for buildingpressure within different flow circuits (e.g., main circuit, lubecircuit, etc.) of the transmission 118. The pump 120 can be driven by ashaft 116 that is coupled to the output shaft 104 of the drive unit 102.In this arrangement, the drive unit 102 can deliver torque to the shaft116 for driving the pump 120 and building pressure within the differentcircuits of the transmission 118.

The transmission 118 can include a planetary gear system 122 having anumber of automatically selected gears. An output shaft 126 of thetransmission 118 is coupled to or integral with, and rotatably drives, apropeller shaft 128 that is coupled to a conventional universal joint130. The universal joint 130 is coupled to, and rotatably drives, anaxle 132 having wheels 134A and 134B mounted thereto at each end. Theoutput shaft 126 of the transmission 118 drives the wheels 134A and 134Bin a conventional manner via the propeller shaft 128, universal joint130 and axle 132.

A conventional lockup clutch 136 is connected between the pump 110 andthe turbine 112 of the torque converter 108. The operation of the torqueconverter 108 is conventional in that the torque converter 108 isoperable in a so-called “torque converter” mode during certain operatingconditions such as vehicle launch, low speed and certain gear shiftingconditions. In the torque converter mode, the lockup clutch 136 isdisengaged and the pump 110 rotates at the rotational speed of the driveunit output shaft 104 while the turbine 112 is rotatably actuated by thepump 110 through a fluid (not shown) interposed between the pump 110 andthe turbine 112. In this operational mode, torque multiplication occursthrough the fluid coupling such that the turbine shaft 114 is exposed todrive more torque than is being supplied by the drive unit 102, as isknown in the art. The torque converter 108 is alternatively operable ina so-called “lockup” mode during other operating conditions, such aswhen certain gears of the planetary gear system 122 of the transmission118 are engaged. In the lockup mode, the lockup clutch 136 is engagedand the pump 110 is thereby secured directly to the turbine 112 so thatthe drive unit output shaft 104 is directly coupled to the input shaft124 of the transmission 118, as is also known in the art.

The transmission 118 further includes an electro-hydraulic system 138that is fluidly coupled to the planetary gear system 122 via a number,J, of fluid paths, 140 ₁-140 _(J), where J may be any positive integer.The electro-hydraulic system 138 is responsive to control signals toselectively cause fluid to flow through one or more of the fluid paths,140 ₁-140 ₁, to thereby control operation, i.e., engagement anddisengagement, of a plurality of corresponding friction devices in theplanetary gear system 122. The plurality of friction devices mayinclude, but are not limited to, one or more conventional brake devices,one or more torque transmitting devices, and the like. Generally, theoperation, i.e., engagement and disengagement, of the plurality offriction devices is controlled by selectively controlling the frictionapplied by each of the plurality of friction devices, such as bycontrolling fluid pressure to each of the friction devices. In oneexample embodiment, which is not intended to be limiting in any way, theplurality of friction devices include a plurality of brake and torquetransmitting devices in the form of conventional clutches that may eachbe controllably engaged and disengaged via fluid pressure supplied bythe electro-hydraulic system 138. In any case, changing or shiftingbetween the various gears of the transmission 118 is accomplished in aconventional manner by selectively controlling the plurality of frictiondevices via control of fluid pressure within the number of fluid paths140 ₁-140 _(J).

The system 100 further includes a transmission control circuit 142 thatcan include a memory unit 144. The transmission control circuit 142 isillustratively microprocessor-based, and the memory unit 144 generallyincludes instructions stored therein that are executable by a processorof the transmission control circuit 142 to control operation of thetorque converter 108 and operation of the transmission 118, i.e.,shifting between the various gears of the planetary gear system 122. Itwill be understood, however, that this disclosure contemplates otherembodiments in which the transmission control circuit 142 is notmicroprocessor-based, but is configured to control operation of thetorque converter 108 and/or transmission 118 based on one or more setsof hardwired instructions and/or software instructions stored in thememory unit 144.

In the system 100 illustrated in FIG. 1, the torque converter 108 andthe transmission 118 include a number of sensors configured to producesensor signals that are indicative of one or more operating states ofthe torque converter 108 and transmission 118, respectively. Forexample, the torque converter 108 illustratively includes a conventionalspeed sensor 146 that is positioned and configured to produce a speedsignal corresponding to the rotational speed of the pump shaft 106,which is the same rotational speed of the output shaft 104 of the driveunit 102. The speed sensor 146 is electrically connected to a pump speedinput, PS, of the transmission control circuit 142 via a signal path152, and the transmission control circuit 142 is operable to process thespeed signal produced by the speed sensor 146 in a conventional mannerto determine the rotational speed of the pump shaft 106/drive unitoutput shaft 104.

The transmission 118 illustratively includes another conventional speedsensor 148 that is positioned and configured to produce a speed signalcorresponding to the rotational speed of the transmission input shaft124, which is the same rotational speed as the turbine shaft 114. Theinput shaft 124 of the transmission 118 is directly coupled to, orintegral with, the turbine shaft 114, and the speed sensor 148 mayalternatively be positioned and configured to produce a speed signalcorresponding to the rotational speed of the turbine shaft 114. In anycase, the speed sensor 148 is electrically connected to a transmissioninput shaft speed input, TIS, of the transmission control circuit 142via a signal path 154, and the transmission control circuit 142 isoperable to process the speed signal produced by the speed sensor 148 ina conventional manner to determine the rotational speed of the turbineshaft 114/transmission input shaft 124.

The transmission 118 further includes yet another speed sensor 150 thatis positioned and configured to produce a speed signal corresponding tothe rotational speed of the output shaft 126 of the transmission 118.The speed sensor 150 may be conventional, and is electrically connectedto a transmission output shaft speed input, TOS, of the transmissioncontrol circuit 142 via a signal path 156. The transmission controlcircuit 142 is configured to process the speed signal produced by thespeed sensor 150 in a conventional manner to determine the rotationalspeed of the transmission output shaft 126.

In the illustrated embodiment, the transmission 118 further includes oneor more actuators configured to control various operations within thetransmission 118. For example, the electro-hydraulic system 138described herein illustratively includes a number of actuators, e.g.,conventional solenoids or other conventional actuators, that areelectrically connected to a number, J, of control outputs, CP₁-CP_(J),of the transmission control circuit 142 via a corresponding number ofsignal paths 72 ₁-72 _(J), where J may be any positive integer asdescribed above. The actuators within the electro-hydraulic system 138are each responsive to a corresponding one of the control signals,CP₁-CP_(J), produced by the transmission control circuit 142 on one ofthe corresponding signal paths 72 ₁-72 _(J) to control the frictionapplied by each of the plurality of friction devices by controlling thepressure of fluid within one or more corresponding fluid passageway 140₁-140 _(J), and thus control the operation, i.e., engaging anddisengaging, of one or more corresponding friction devices, based oninformation provided by the various speed sensors 146, 148, and/or 150.

The friction devices of the planetary gear system 122 are illustrativelycontrolled by hydraulic fluid which is distributed by theelectro-hydraulic system in a conventional manner. For example, theelectro-hydraulic system 138 illustratively includes a conventionalhydraulic positive displacement pump (not shown) which distributes fluidto the one or more friction devices via control of the one or moreactuators within the electro-hydraulic system 138. In this embodiment,the control signals, CP₁-CP_(J), are illustratively analog frictiondevice pressure commands to which the one or more actuators areresponsive to control the hydraulic pressure to the one or morefrictions devices. It will be understood, however, that the frictionapplied by each of the plurality of friction devices may alternativelybe controlled in accordance with other conventional friction devicecontrol structures and techniques, and such other conventional frictiondevice control structures and techniques are contemplated by thisdisclosure. In any case, however, the analog operation of each of thefriction devices is controlled by the control circuit 142 in accordancewith instructions stored in the memory unit 144.

In the illustrated embodiment, the system 100 further includes a driveunit control circuit 160 having an input/output port (I/O) that iselectrically coupled to the drive unit 102 via a number, K, of signalpaths 162, wherein K may be any positive integer. The drive unit controlcircuit 160 may be conventional, and is operable to control and managethe overall operation of the drive unit 102. The drive unit controlcircuit 160 further includes a communication port, COM, which iselectrically connected to a similar communication port, COM, of thetransmission control circuit 142 via a number, L, of signal paths 164,wherein L may be any positive integer. The one or more signal paths 164are typically referred to collectively as a data link. Generally, thedrive unit control circuit 160 and the transmission control circuit 142are operable to share information via the one or more signal paths 164in a conventional manner. In one embodiment, for example, the drive unitcontrol circuit 160 and transmission control circuit 142 are operable toshare information via the one or more signal paths 164 in the form ofone or more messages in accordance with a society of automotiveengineers (SAE) J-1939 communications protocol, although this disclosurecontemplates other embodiments in which the drive unit control circuit160 and the transmission control circuit 142 are operable to shareinformation via the one or more signal paths 164 in accordance with oneor more other conventional communication protocols (e.g., from aconventional databus such as J1587 data bus, J1939 data bus, IESCAN databus, GMLAN, Mercedes PT-CAN).

Referring to FIG. 2, a schematic representation or stick diagramillustrates one embodiment of a multi-speed transmission 200 accordingto the present disclosure. The transmission 200 includes an input shaft202 and an output shaft 204. The input shaft 202 and output shaft 204can be disposed along the same axis or centerline of the transmission200. In another aspect, the different shafts can be disposed alongdifferent axes or centerlines. In a further aspect, the different shaftscan be disposed parallel to one another, but along different axes orcenterlines. Other aspects can be appreciated by one skilled in the art.

The transmission 200 can also include a plurality of planetary gearsets.In the illustrated embodiment of FIG. 2, the transmission 200 includes afirst planetary gearset 206, a second planetary gearset 208, a thirdplanetary gearset 210, and a fourth planetary gearset 212. Eachplanetary gearset can be referred to as a simple or compound planetarygearset. For example, in some aspects, one or more of the plurality ofplanetary gearsets can be formed as an idler planetary gearset. In FIG.2, each of the plurality of gearsets is illustrated as a simpleplanetary gearset. One or more of the plurality of planetary gearsetscan be arranged in different locations within the transmission 200, butfor sake of simplicity and in this particular example only, theplanetary gearsets are aligned in an axial direction consecutively insequence (i.e., first, second, third, and fourth between the input andoutput shafts).

The transmission 200 may also include a plurality of torque-transmittingor gearshifting mechanisms. For example, one or more of these mechanismscan include a clutch or brake. In one aspect, each of the plurality ofmechanisms is disposed within an outer housing of the transmission 200.In another aspect, however, one or more of the mechanisms may bedisposed outside of the housing. Each of the plurality of mechanisms canbe coupled to one or more of the plurality of planetary gearsets, whichwill be described further below.

In the embodiment of FIG. 2, the transmission 200 can include a firsttorque-transmitting mechanism 258, a second torque-transmittingmechanism 260, and a third torque-transmitting mechanism 262 that areconfigured to function as brakes (e.g., the torque-transmittingmechanism is fixedly coupled to the outer housing of the transmission200). Each brake can be configured as a shiftable-friction-locked diskbrake, shiftable friction-locked band brake, shiftable form-locking clawor conical brake, or any other type of known brake. The transmission 200can also include a fourth torque-transmitting mechanism 264, a fifthtorque-transmitting mechanism 266, and a sixth torque-transmittingmechanism 268 that are configured to function as clutches. These can beshiftable friction-locked multi-disk clutches, shiftable form-lockingclaw or conical clutches, wet clutches, or any other known form of aclutch. With these six torque-transmitting mechanisms, selectiveshifting of at least ten forward gears and at least one reverse gear ispossible.

The transmission 200 of FIG. 2 may also include at least eight or ninedifferent shafts, which is inclusive of the input shaft 202 and outputshaft 204. Each of these shafts, designated as a first shaft 222, asecond shaft 224, a third shaft 226, a fourth shaft 236, a fifth shaft246, and a sixth shaft 248 and are configured to be connected to one ormore of the plurality of planetary gearsets or plurality oftorque-transmitting mechanism between the input shaft 202 and outputshaft 204.

In FIG. 2, the first planetary gearset 206 can include a first sun gear214, a first ring gear 216, and a first carrier member 218 thatrotatably supports a set of pinion gears 220. The second planetarygearset 208 can include a second sun gear 228, a second ring gear 230,and a second carrier member 232 that rotatably supports a set of piniongears 234. The third planetary gearset 210 can include a third sun gear238, a third ring gear 240, and a third carrier member 242 thatrotatably supports a set of pinion gears 244. The fourth planetarygearset 212 can include a fourth sun gear 250, a fourth ring gear 252,and a fourth carrier member 254 that rotatably supports a set of piniongears 256.

The transmission 200 is capable of transferring torque from the inputshaft 202 to the output shaft 204 in at least ten forward gears orratios and at least one reverse gear or ratio. Each of the forwardtorque ratios and the reverse torque ratios can be attained by theselective engagement of one or more of the torque-transmittingmechanisms (i.e., torque-transmitting mechanisms 258, 260, 262, 264,266, and 268). Those skilled in the art will readily understand that adifferent speed ratio is associated with each torque ratio. Thus, atleast ten forward speed ratios and at least one reverse speed ratio maybe attained by transmission 200.

As for the transmission 200, kinematic coupling of the first planetarygearset 206 is shown in FIG. 2. The first sun gear 214 is coupled to theinput shaft 202 for common rotation therewith. The first carrier member218 is coupled to the first shaft 222 for common rotation therewith.First ring gear 216 is coupled for common rotation with the third shaft226. First pinion gears 220 are configured to intermesh with the firstsun gear 214 and first ring gear 216.

With respect to the second planetary gearset 208, the second sun gear228 is coupled to the fifth shaft 246 for common rotation therewith. Thesecond ring gear 230 is coupled to the second shaft 224 for commonrotation therewith. The second carrier member 232 is coupled for commonrotation with the third shaft 226. Second pinion gears 234 areconfigured to intermesh with the second sun gear 228 and second ringgear 230.

The third sun gear 238 of the third planetary gearset 210 is coupled tothe sixth shaft 248 for common rotation therewith. The third ring gear240 is coupled to the third shaft 226 for common rotation therewith.Third pinion gears 244 are configured to intermesh with the third sungear 238 and third ring gear 240, respectively. The third carrier member242 is coupled for common rotation with the fifth shaft 246.

The kinematic relationship of the fourth planetary gearset 212 is suchthat the fourth sun gear 250 is coupled to the second shaft 224 forcommon rotation therewith. The fourth ring gear 252 is coupled to theoutput shaft 204 for common rotation therewith. The fourth pinion gears256 are configured to intermesh with the fourth sun gear 250 and thefourth ring gear 252. The fourth carrier member 254 is coupled to theseventh shaft 270 for common rotation therewith.

With regards to the kinematic coupling of the six torque-transmittingmechanisms to the previously described shafts, the multiple speedtransmission 200 of FIG. 2 provides that the first torque-transmittingmechanism 258 is arranged within the power flow between the fifth shaft246 and the housing G of the transmission 200. In this manner, the firsttorque-transmitting mechanism 258 is configured to act as a brake. Thesecond torque-transmitting mechanism 260 is arranged within the powerflow between the sixth shaft 248 and the housing G of the transmission200. The third torque-transmitting mechanism 262 is arranged within thepower flow between the seventh shaft 270 and the housing G of thetransmission 200. In this embodiment of the transmission 200 thereforethree of the six torque-transmitting mechanisms are configured to act asbrakes and the other three torque-transmitting mechanisms are configuredto act as clutches.

The fourth torque-transmitting mechanism 264 is arranged within thepower flow between the input shaft 202 and the seventh shaft 270. Thefifth torque-transmitting mechanism 266 is arranged within the powerflow between the first shaft 222 and the seventh shaft 270. The sixthtorque-transmitting mechanism 268 is arranged within the power flowbetween the first shaft 222 and the second shaft 224.

The kinematic couplings of the embodiment in FIG. 2 can further bedescribed with respect to the selective engagement of thetorque-transmitting mechanisms with respect to one or more components ofthe plurality of planetary gearsets. For example, in the transmission200, the first torque-transmitting mechanism 258 is selectivelyengageable to couple the third carrier member 242, the second sun gear228, and the fifth shaft 246 to the housing G of the transmission 200.The second torque-transmitting mechanism 260 is selectively engageableto couple the third sun gear 238 and the sixth shaft 248 to the housingG of the transmission 200. Moreover, the third torque-transmittingmechanism 262 is selectively engageable to couple the fourth carriermember 254 and the seventh shaft 270 to the housing G of thetransmission 200. The fourth torque-transmitting mechanism 264 isselectively engageable to couple the input shaft 202 and first sun gear214 to the fourth carrier member 254 and the seventh shaft 270. Thefifth torque-transmitting mechanism 266 is selectively engageable tocouple the first carrier member 218 and the first shaft 222 to thefourth carrier member 254 and the seventh shaft 270. Lastly, the sixthtorque-transmitting mechanism 268 is selectively engageable to couplethe first carrier member 218 and the first shaft 222 to the second ringgear 230, the fourth sun gear 250, and the second shaft 224.

As previously described, the aforementioned embodiment is capable oftransmitting torque from a respective input shaft to a respective outputshaft in at least ten forward torque ratios and one reverse torqueratio. Referring to FIG. 3, one example of a truth table is shownrepresenting a state of engagement of various torque transmittingmechanisms in each of the available forward and reverse speeds or gearratios of the transmission illustrated in FIG. 2. It is to be understoodthat FIG. 3 is only one example of any number of truth tables possiblefor achieving at least ten forward ratios and one reverse ratio, and oneskilled in the art is capable of configuring diameters, gear toothcounts, and gear configurations to achieve other ratios. Moreover, asshown, FIG. 3 provides an example of how the architecture depicted inFIG. 2 may actually achieve up to fourteen forward torque ratios and onereverse torque ratio.

In the example of FIG. 3, a first reverse ratio (R1) can be achieved bythe selective engagement of the torque-transmitting mechanisms as setforth in the table. As shown, the first torque-transmitting mechanism(C1), the third torque-transmitting mechanism (C3) and the sixthtorque-transmitting mechanism (C6) are selectively engaged to establishthe reverse ratio. Thus, in transmission 200 of FIG. 2, the selectiveengagement of mechanisms 258, 262 and 268 can establish the reverseratio.

A second reverse ratio (R2) can be achieved by the selective engagementof the torque-transmitting mechanisms as well. As shown, the secondtorque-transmitting mechanism (C2), the third torque-transmittingmechanism (C3) and the sixth torque-transmitting mechanism (C6) areselectively engaged to establish the second reverse ratio. Thus, intransmission 200 of FIG. 2, the selective engagement of mechanisms 260,262 and 268 can establish the reverse ratio.

Although not shown in FIG. 3, the transmission may also shift into aneutral range or gear ratio, where none of the torque-transmittingmechanisms carry torque. One or more of the torque-transmittingmechanisms, however, may be engaged in neutral but not carry torque.

A first forward ratio (i.e., Range 1) in the table of FIG. 3 is achievedby engaging two brakes and one of the clutches. In FIG. 2, for example,the second torque-transmitting mechanism 260, the thirdtorque-transmitting mechanism 262, and the fifth torque-transmittingmechanism 266 are engaged. In one embodiment, when transitioning betweenneutral and the first forward range, two of the second, third and fifthtorque-transmitting mechanisms may already be at least partiallyengaged, whereas the unapplied torque-transmitting mechanism of thethree shown in FIG. 3 is selectively engaged to achieve the firstforward ratio.

In a second or subsequent forward ratio, indicated as Range 2 in FIG. 3,the first torque-transmitting mechanism, the third torque-transmittingmechanism, and the fifth torque-transmitting mechanism are selectivelyengaged. Therefore, when transitioning between the first forward ratioand the second forward ratio, the second torque-transmitting mechanismis released and the first torque-transmitting mechanism is engaged.

In a third or subsequent forward ratio, indicated as Range 3 in FIG. 3,the first, second, and fifth torque-transmitting mechanisms are engaged.To transition from the second forward ratio to the third forward ratio,for example, the third torque-transmitting mechanism is released and thesecond torque-transmitting mechanism is engaged.

In a fourth or the next subsequent forward ratio, indicated as Range 4in FIG. 3, the first torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the third forward ratio andupshift to the fourth forward ratio, the second torque-transmittingmechanism is released and the sixth torque-transmitting mechanism isengaged.

In a fifth or the next subsequent forward ratio, indicated as Range 5 inFIG. 3, the first torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the fourth forward ratio andupshift to the fifth forward ratio, the sixth torque-transmittingmechanism is released and the fourth torque-transmitting mechanism isengaged.

In a sixth or the next subsequent forward ratio, indicated as Range 6 inFIG. 3, the second torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the fifth forward ratio andupshift to the sixth forward ratio, the first torque-transmittingmechanism is released and the second torque-transmitting mechanism isengaged.

In a seventh or the next subsequent forward ratio, indicated as Range 7in FIG. 3, the fourth torque-transmitting mechanism, fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the sixth forward ratio andupshift to the seventh forward ratio, the second torque-transmittingmechanism is released and the sixth torque-transmitting mechanism isengaged.

In an eighth or the next subsequent forward ratio, indicated as Range 8in FIG. 3, the second torque-transmitting mechanism, fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the seventh forward ratio andupshift to the eighth forward ratio, the fifth torque-transmittingmechanism is released and the second torque-transmitting mechanism isengaged.

In a ninth or the next subsequent forward ratio, indicated as Range 9 inFIG. 3, the first torque-transmitting mechanism, fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the eighth forward ratio andupshift to the ninth forward ratio, the second torque-transmittingmechanism is released and the first torque-transmitting mechanism isengaged.

In a tenth or the next subsequent forward ratio, indicated as Range 10in FIG. 3, the first torque-transmitting mechanism, the secondtorque-transmitting mechanism, and fourth torque-transmitting mechanismare engaged. Thus, to transition from the ninth forward ratio andupshift to the tenth forward ratio, the sixth torque-transmittingmechanism is released and the second torque-transmitting mechanism isengaged.

As also shown in FIG. 3, the output shaft of the transmission can beselectively locked from rotating in a condition known as hill hold. Thehill hold condition can be achieved by selecting engaging the firsttorque-transmitting mechanism, the second torque-transmitting mechanism,and the third torque-transmitting mechanism.

As shown in FIG. 3, between each subsequent upshift or downshift, atleast two of the torque-transmitting mechanisms remains engaged. Forexample, when upshifting from the fourth forward ratio (Range 4) to thefifth forward ratio (Range 5), the first and fifth torque-transmittingmechanisms are engaged in both forward ratios.

The present disclosure contemplates that downshifts follow the reversesequence of the corresponding upshift (as described above), and severalpower-on skip-shifts that are single-transition are possible (e.g. from1st to 3rd or 3rd to 1st).

Referring to FIG. 4, a schematic representation or stick diagramillustrates one embodiment of a multi-speed transmission 400 accordingto the present disclosure. The transmission 400 includes an input shaft402 and an output shaft 404. The input shaft 402 and output shaft 404can be disposed along the same axis or centerline of the transmission400. In another aspect, the different shafts can be disposed alongdifferent axes or centerlines. In a further aspect, the different shaftscan be disposed parallel to one another, but along different axes orcenterlines. Other aspects can be appreciated by one skilled in the art.

The transmission 400 can also include a plurality of planetary gearsets.In the illustrated embodiment of FIG. 4, the transmission 400 includes afirst planetary gearset 406, a second planetary gearset 408, a thirdplanetary gearset 410, and a fourth planetary gearset 412. Eachplanetary gearset can be referred to as a simple or compound planetarygearset. For example, in some aspects, one or more of the plurality ofplanetary gearsets can be formed as an idler planetary gearset. In FIG.4, each of the plurality of gearsets is illustrated as a simpleplanetary gearset. One or more of the plurality of planetary gearsetscan be arranged in different locations within the transmission 400, butfor sake of simplicity and in this particular example only, theplanetary gearsets are aligned in an axial direction consecutively insequence (i.e., first, second, third, and fourth between the input andoutput shafts).

The transmission 400 may also include a plurality of torque-transmittingor gearshifting mechanisms. For example, one or more of these mechanismscan include a clutch or brake. In one aspect, each of the plurality ofmechanisms is disposed within an outer housing of the transmission 400.In another aspect, however, one or more of the mechanisms may bedisposed outside of the housing. Each of the plurality of mechanisms canbe coupled to one or more of the plurality of planetary gearsets, whichwill be described further below.

In the embodiment of FIG. 4, the transmission 400 can include a firsttorque-transmitting mechanism 458, a second torque-transmittingmechanism 460, and a third torque-transmitting mechanism 462 that areconfigured to function as brakes (e.g., the torque-transmittingmechanism is fixedly coupled to the outer housing of the transmission400). Each brake can be configured as a shiftable-friction-locked diskbrake, shiftable friction-locked band brake, shiftable form-locking clawor conical brake, or any other type of known brake. The transmission 400can also include a fourth torque-transmitting mechanism 464, a fifthtorque-transmitting mechanism 466, and a sixth torque-transmittingmechanism 468 that are configured to function as clutches. These can beshiftable friction-locked multi-disk clutches, shiftable form-lockingclaw or conical clutches, wet clutches, or any other known form of aclutch. With these six torque-transmitting mechanisms, selectiveshifting of at least ten forward gears and at least one reverse gear ispossible.

The transmission 400 of FIG. 4 may also include at least eight or ninedifferent shafts, which is inclusive of the input shaft 402 and outputshaft 404. Each of these shafts, designated as a first shaft 422, asecond shaft 424, a third shaft 426, a fourth shaft 436, a fifth shaft446, and a sixth shaft 448 and are configured to be connected to one ormore of the plurality of planetary gearsets or plurality oftorque-transmitting mechanism between the input shaft 402 and outputshaft 404.

In FIG. 4, the first planetary gearset 406 can include a first sun gear414, a first ring gear 416, and a first carrier member 418 thatrotatably supports a set of pinion gears 420. The second planetarygearset 408 can include a second sun gear 428, a second ring gear 430,and a second carrier member 432 that rotatably supports a set of piniongears 434. The third planetary gearset 410 can include a third sun gear438, a third ring gear 440, and a third carrier member 442 thatrotatably supports a set of pinion gears 444. The fourth planetarygearset 412 can include a fourth sun gear 450, a fourth ring gear 452,and a fourth carrier member 454 that rotatably supports a set of piniongears 456.

The transmission 400 is capable of transferring torque from the inputshaft 402 to the output shaft 404 in at least ten forward gears orratios and at least one reverse gear or ratio. Each of the forwardtorque ratios and the reverse torque ratios can be attained by theselective engagement of one or more of the torque-transmittingmechanisms (i.e., torque-transmitting mechanisms 458, 460, 462, 464,466, and 468). Those skilled in the art will readily understand that adifferent speed ratio is associated with each torque ratio. Thus, atleast ten forward speed ratios and at least one reverse speed ratio maybe attained by transmission 400.

As for the transmission 400, kinematic coupling of the first planetarygearset 406 is shown in FIG. 4. The first sun gear 414 is coupled to theinput shaft 402 for common rotation therewith. The first carrier member418 is coupled to the first shaft 422 for common rotation therewith.First ring gear 416 is coupled for common rotation with the second shaft424. First pinion gears 420 are configured to intermesh with the firstsun gear 414 and first ring gear 416.

With respect to the second planetary gearset 408, the second sun gear428 is coupled to the first shaft 422 for common rotation therewith. Thesecond ring gear 430 is coupled to the fourth shaft 436 for commonrotation therewith. The second carrier member 432 is coupled for commonrotation with the third shaft 426. Second pinion gears 434 areconfigured to intermesh with the second sun gear 428 and second ringgear 430.

The third sun gear 438 of the third planetary gearset 410 is coupled tothe fifth shaft 446 for common rotation therewith. The third ring gear440 is coupled to the first shaft 422 for common rotation therewith.Third pinion gears 444 are configured to intermesh with the third sungear 438 and third ring gear 440, respectively. The third carrier member442 is coupled for common rotation with the third shaft 426.

The kinematic relationship of the fourth planetary gearset 412 is suchthat the fourth sun gear 450 is coupled to the sixth shaft 468 forcommon rotation therewith. The fourth ring gear 452 is coupled to thefourth shaft 436 for common rotation therewith. The fourth pinion gears456 are configured to intermesh with the fourth sun gear 450 and thefourth ring gear 452. The fourth carrier member 454 is coupled to theoutput shaft 404 for common rotation therewith.

With regards to the kinematic coupling of the six torque-transmittingmechanisms to the previously described shafts, the multiple speedtransmission 400 of FIG. 4 provides that the first torque-transmittingmechanism 458 is arranged within the power flow between the first shaft422 and the housing G of the transmission 400. In this manner, the firsttorque-transmitting mechanism 458 is configured to act as a brake. Thesecond torque-transmitting mechanism 460 is arranged within the powerflow between the third shaft 426 and the housing G of the transmission400. The third torque-transmitting mechanism 462 is arranged within thepower flow between the second shaft 424 and the housing G of thetransmission 400. In this embodiment of the transmission 400 thereforethree of the six torque-transmitting mechanisms are configured to act asbrakes and the other three torque-transmitting mechanisms are configuredto act as clutches.

The fourth torque-transmitting mechanism 464 is arranged within thepower flow between the input shaft 402 and the third shaft 426. Thefifth torque-transmitting mechanism 466 is arranged within the powerflow between the input shaft 402 and the sixth shaft 468. The sixthtorque-transmitting mechanism 468 is arranged within the power flowbetween the fifth shaft 446 and the sixth shaft 468.

The kinematic couplings of the embodiment in FIG. 4 can further bedescribed with respect to the selective engagement of thetorque-transmitting mechanisms with respect to one or more components ofthe plurality of planetary gearsets. For example, in the transmission400, the first torque-transmitting mechanism 458 is selectivelyengageable to couple the first carrier member 418, the second sun gear428, the third ring gear 440, and the first shaft 422 to the housing Gof the transmission 400. The second torque-transmitting mechanism 460 isselectively engageable to couple the second carrier member 432, thethird carrier member 442, and the third shaft 426 to the housing G ofthe transmission 400. Moreover, the third torque-transmitting mechanism462 is selectively engageable to couple the first ring gear 416 and thesecond shaft 424 to the housing G of the transmission 400. The fourthtorque-transmitting mechanism 464 is selectively engageable to couplethe input shaft 402 and first sun gear 414 to the second carrier member432, the third carrier member 442, and the third shaft 426. The fifthtorque-transmitting mechanism 466 is selectively engageable to couplethe input shaft 402 and the first sun gear 414 to the fourth sun gear450 and the sixth shaft 468. Lastly, the sixth torque-transmittingmechanism 468 is selectively engageable to couple the fourth sun gear450 and the sixth shaft 468 to the third sun gear 438 and the fifthshaft 446.

As previously described, the aforementioned embodiment is capable oftransmitting torque from a respective input shaft to a respective outputshaft in at least ten forward torque ratios and one reverse torqueratio. Referring to FIG. 5, one example of a truth table is shownrepresenting a state of engagement of various torque transmittingmechanisms in each of the available forward and reverse speeds or gearratios of the transmission illustrated in FIG. 4. It is to be understoodthat FIG. 5 is only one example of any number of truth tables possiblefor achieving at least ten forward ratios and one reverse ratio, and oneskilled in the art is capable of configuring diameters, gear toothcounts, and gear configurations to achieve other ratios. Moreover, asshown, FIG. 5 provides an example of how the architecture depicted inFIG. 4 may actually achieve up to fourteen forward torque ratios and onereverse torque ratio.

In the example of FIG. 4, a first reverse ratio (R1) can be achieved bythe selective engagement of the torque-transmitting mechanisms as setforth in the table. As shown, the second torque-transmitting mechanism(C2), the third torque-transmitting mechanism (C3) and the sixthtorque-transmitting mechanism (C6) are selectively engaged to establishthe reverse ratio. Thus, in transmission 400 of FIG. 4, the selectiveengagement of mechanisms 260, 262 and 268 can establish the reverseratio. Although a second reverse ratio is not shown, there may be morethan one reverse ratio capable of being achieved based on the selectiveengagement of different torque-transmitting mechanisms, as is known byone skilled in the art. Moreover, the transmission may also shift into aneutral range or gear ratio, where none of the torque-transmittingmechanisms carry torque. One or more of the torque-transmittingmechanisms, however, may be engaged in neutral but not carry torque.

A first forward ratio (i.e., Range 1) in the table of FIG. 5 is achievedby engaging two brakes and one of the clutches. In FIG. 4, for example,the second torque-transmitting mechanism 260, the thirdtorque-transmitting mechanism 262, and the fifth torque-transmittingmechanism 266 are engaged. In one embodiment, when transitioning betweenneutral and the first forward range, two of the second, third and fifthtorque-transmitting mechanisms may already be at least partiallyengaged, whereas the unapplied torque-transmitting mechanism of thethree shown in FIG. 5 is selectively engaged to achieve the firstforward ratio.

In a second or subsequent forward ratio, indicated as Range 2 in FIG. 5,the first torque-transmitting mechanism, the second torque-transmittingmechanism, and the fifth torque-transmitting mechanism are selectivelyengaged. Therefore, when transitioning between the first forward ratioand the second forward ratio, the third torque-transmitting mechanism isreleased and the first torque-transmitting mechanism is engaged.

In a third or subsequent forward ratio, indicated as Range 3 in FIG. 5,the second, fifth, and sixth torque-transmitting mechanisms are engaged.To transition from the second forward ratio to the third forward ratio,for example, the first torque-transmitting mechanism is released and thesixth torque-transmitting mechanism is engaged.

In a fourth or the next subsequent forward ratio, indicated as Range 4in FIG. 5, the first torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the third forward ratio andupshift to the fourth forward ratio, the second torque-transmittingmechanism is released and the first torque-transmitting mechanism isengaged.

In a fifth or the next subsequent forward ratio, indicated as Range 5 inFIG. 5, the third torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the fourth forward ratio andupshift to the fifth forward ratio, the first torque-transmittingmechanism is released and the third torque-transmitting mechanism isengaged.

In a sixth or the next subsequent forward ratio, indicated as Range 6 inFIG. 5, the fourth torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the fifth forward ratio andupshift to the sixth forward ratio, the third torque-transmittingmechanism is released and the fourth torque-transmitting mechanism isengaged.

In a seventh or the next subsequent forward ratio, indicated as Range 7in FIG. 5, the third torque-transmitting mechanism, fourthtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the sixth forward ratio andupshift to the seventh forward ratio, the sixth torque-transmittingmechanism is released and the third torque-transmitting mechanism isengaged.

In an eighth or the next subsequent forward ratio, indicated as Range 8in FIG. 5, the first torque-transmitting mechanism, fourthtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the seventh forward ratio andupshift to the eighth forward ratio, the third torque-transmittingmechanism is released and the first torque-transmitting mechanism isengaged.

In a ninth or the next subsequent forward ratio, indicated as Range 9 inFIG. 5, the third torque-transmitting mechanism, fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the eighth forward ratio andupshift to the ninth forward ratio, the first and fifthtorque-transmitting mechanisms are released and the third and sixthtorque-transmitting mechanisms are engaged.

In a tenth or the next subsequent forward ratio, indicated as Range 10in FIG. 5, the first torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the ninth forward ratio andupshift to the tenth forward ratio, the third torque-transmittingmechanism is released and the first torque-transmitting mechanism isengaged.

Although not shown in FIG. 5, the output shaft of the transmission canbe selectively locked from rotating in a condition known as hill hold.The hill hold condition can be achieved by selecting engaging the firsttorque-transmitting mechanism, the second torque-transmitting mechanism,and the sixth torque-transmitting mechanism.

The present disclosure contemplates that downshifts follow the reversesequence of the corresponding upshift (as described above), and severalpower-on skip-shifts that are single-transition are possible (e.g. from1st to 3rd or 3rd to 1st).

Referring to FIG. 6, a schematic representation or stick diagramillustrates one embodiment of a multi-speed transmission 600 accordingto the present disclosure. The transmission 600 includes an input shaft602 and an output shaft 604. The input shaft 602 and output shaft 604can be disposed along the same axis or centerline of the transmission600. In another aspect, the different shafts can be disposed alongdifferent axes or centerlines. In a further aspect, the different shaftscan be disposed parallel to one another, but along different axes orcenterlines. Other aspects can be appreciated by one skilled in the art.

The transmission 600 can also include a plurality of planetary gearsets.In the illustrated embodiment of FIG. 6, the transmission 600 includes afirst planetary gearset 606, a second planetary gearset 608, a thirdplanetary gearset 610, and a fourth planetary gearset 612. Eachplanetary gearset can be referred to as a simple or compound planetarygearset. For example, in some aspects, one or more of the plurality ofplanetary gearsets can be formed as an idler planetary gearset. In FIG.6, each of the plurality of gearsets is illustrated as a simpleplanetary gearset. One or more of the plurality of planetary gearsetscan be arranged in different locations within the transmission 600, butfor sake of simplicity and in this particular example only, theplanetary gearsets are aligned in an axial direction consecutively insequence (i.e., first, second, third, and fourth between the input andoutput shafts).

The transmission 600 may also include a plurality of torque-transmittingor gearshifting mechanisms. For example, one or more of these mechanismscan include a clutch or brake. In one aspect, each of the plurality ofmechanisms is disposed within an outer housing of the transmission 600.In another aspect, however, one or more of the mechanisms may bedisposed outside of the housing. Each of the plurality of mechanisms canbe coupled to one or more of the plurality of planetary gearsets, whichwill be described further below.

In the embodiment of FIG. 6, the transmission 600 can include a firsttorque-transmitting mechanism 658 and a second torque-transmittingmechanism 660 are configured to function as brakes (e.g., thetorque-transmitting mechanism is fixedly coupled to the outer housing ofthe transmission 600). Each brake can be configured as ashiftable-friction-locked disk brake, shiftable friction-locked bandbrake, shiftable form-locking claw or conical brake, or any other typeof known brake. The transmission 600 can also include a thirdtorque-transmitting mechanism 662, a fourth torque-transmittingmechanism 664, a fifth torque-transmitting mechanism 666, and a sixthtorque-transmitting mechanism 668 that are configured to function asclutches. These can be shiftable friction-locked multi-disk clutches,shiftable form-locking claw or conical clutches, wet clutches, or anyother known form of a clutch. With these six torque-transmittingmechanisms, selective shifting of at least ten forward gears and atleast one reverse gear is possible.

The transmission 600 of FIG. 6 may also include at least eight or ninedifferent shafts, which is inclusive of the input shaft 602 and outputshaft 604. Each of these shafts, designated as a first shaft 622, asecond shaft 624, a third shaft 626, a fourth shaft 636, a fifth shaft646, a sixth shaft 648, and a seventh shaft 670 and are configured to beconnected to one or more of the plurality of planetary gearsets orplurality of torque-transmitting mechanism between the input shaft 602and output shaft 604.

In FIG. 6, the first planetary gearset 606 can include a first sun gear614, a first ring gear 616, and a first carrier member 618 thatrotatably supports a set of pinion gears 620. The second planetarygearset 608 can include a second sun gear 628, a second ring gear 630,and a second carrier member 632 that rotatably supports a set of piniongears 634. The third planetary gearset 610 can include a third sun gear638, a third ring gear 640, and a third carrier member 642 thatrotatably supports a set of pinion gears 644. The fourth planetarygearset 612 can rotatably supports a set of pinion gears 656.

The transmission 600 is capable of transferring torque from the inputshaft 602 to the output shaft 604 in at least ten forward gears orratios and at least one reverse gear or ratio. Each of the forwardtorque ratios and the reverse torque ratios can be attained by theselective engagement of one or more of the torque-transmittingmechanisms (i.e., torque-transmitting mechanisms 658, 660, 662, 664,666, and 668). Those skilled in the art will readily understand that adifferent speed ratio is associated with each torque ratio. Thus, atleast ten forward speed ratios and at least one reverse speed ratio maybe attained by transmission 600.

As for the transmission 600, kinematic coupling of the first planetarygearset 606 is shown in FIG. 6. The first sun gear 614 is coupled to thefirst shaft 622 for common rotation therewith. The first carrier member618 is coupled to the second shaft 624 for common rotation therewith.First ring gear 616 is coupled for common rotation with the third shaft626. First pinion gears 620 are configured to intermesh with the firstsun gear 614 and first ring gear 616.

With respect to the second planetary gearset 608, the second sun gear628 is coupled to the fifth shaft 646 for common rotation therewith. Thesecond ring gear 630 is coupled to the second shaft 624 for commonrotation therewith. The second carrier member 632 is coupled for commonrotation with the fourth shaft 636. Second pinion gears 634 areconfigured to intermesh with the second sun gear 628 and second ringgear 630.

The third sun gear 638 of the third planetary gearset 610 is coupled tothe third shaft 626 for common rotation therewith. The third ring gear640 is coupled to the sixth shaft 648 for common rotation therewith.Third pinion gears 644 are configured to intermesh with the third sungear 638 and third ring gear 640, respectively. The third carrier member642 is coupled for common rotation with the seventh shaft 670.

The kinematic relationship of the fourth planetary gearset 612 is suchthat the fourth sun gear 650 is coupled to the fifth shaft 646 forcommon rotation therewith. The fourth ring gear 652 is coupled to thesixth shaft 648 for common rotation therewith. The fourth pinion gears656 are configured to intermesh with the fourth sun gear 650 and thefourth ring gear 652. The fourth carrier member 654 is coupled to theoutput shaft 604 for common rotation therewith.

With regards to the kinematic coupling of the six torque-transmittingmechanisms to the previously described shafts, the multiple speedtransmission 600 of FIG. 6 provides that the first torque-transmittingmechanism 658 is arranged within the power flow between the seventhshaft 670 and the housing G of the transmission 600. In this manner, thefirst torque-transmitting mechanism 658 is configured to act as a brake.The second torque-transmitting mechanism 660 is arranged within thepower flow between the third shaft 626 and the housing G of thetransmission 600. The third torque-transmitting mechanism 662 isarranged within the power flow between the input shaft 602 and thefourth shaft 636 of the transmission 600. The fourth torque-transmittingmechanism 664 is arranged within the power flow between the input shaft602 and the fifth shaft 646. The fifth torque-transmitting mechanism 666is arranged within the power flow between the fourth shaft 636 and thesixth shaft 648. The sixth torque-transmitting mechanism 668 is arrangedwithin the power flow between the fourth shaft 636 and the seventh shaft670.

The kinematic couplings of the embodiment in FIG. 6 can further bedescribed with respect to the selective engagement of thetorque-transmitting mechanisms with respect to one or more components ofthe plurality of planetary gearsets. For example, in the transmission600, the first torque-transmitting mechanism 658 is selectivelyengageable to couple the third carrier member 642 and the seventh shaft670 to the housing G of the transmission 600. The secondtorque-transmitting mechanism 660 is selectively engageable to couplethe first ring gear 616, the third sun gear 638, and the third shaft 626to the housing G of the transmission 600. Moreover, the thirdtorque-transmitting mechanism 662 is selectively engageable to couplethe input shaft 602 to the second carrier member 632 and the fourthshaft 636. The fourth torque-transmitting mechanism 664 is selectivelyengageable to couple the input shaft 602 to the second sun gear 628, thefourth sun gear 650, and the fifth shaft 646. The fifthtorque-transmitting mechanism 666 is selectively engageable to couplethe second carrier member 632 and the fourth shaft 636 to the fourthring gear 652, the third ring gear 640, and the sixth shaft 648. Lastly,the sixth torque-transmitting mechanism 668 is selectively engageable tocouple the second carrier member 632 and the fourth shaft 636 to thethird carrier member 642 and the seventh shaft 670.

As previously described, the aforementioned embodiment is capable oftransmitting torque from a respective input shaft to a respective outputshaft in at least ten forward torque ratios and one reverse torqueratio. Referring to FIG. 7, one example of a truth table is shownrepresenting a state of engagement of various torque transmittingmechanisms in each of the available forward and reverse speeds or gearratios of the transmission illustrated in FIG. 6. It is to be understoodthat FIG. 7 is only one example of any number of truth tables possiblefor achieving at least ten forward ratios and one reverse ratio, and oneskilled in the art is capable of configuring diameters, gear toothcounts, and gear configurations to achieve other ratios. Moreover, asshown, FIG. 7 provides an example of how the architecture depicted inFIG. 6 may actually achieve up to fourteen forward torque ratios and onereverse torque ratio.

In the example of FIG. 7, a first reverse ratio (R1) can be achieved bythe selective engagement of the torque-transmitting mechanisms as setforth in the table. As shown, the first torque-transmitting mechanism(C1), the third torque-transmitting mechanism (C3) and the fourthtorque-transmitting mechanism (C4) are selectively engaged to establishthe reverse ratio. Thus, in transmission 600 of FIG. 6, the selectiveengagement of mechanisms 258, 262 and 264 can establish the reverseratio. Other reverse ratios are also possible by the selectiveengagement of torque-transmitting mechanisms other than those shown inFIG. 7. Moreover, while not shown in FIG. 7, the transmission may alsoshift into a neutral range or gear ratio, where none of thetorque-transmitting mechanisms carry torque. One or more of thetorque-transmitting mechanisms, however, may be engaged in neutral butnot carry torque.

A first forward ratio (i.e., Range 1) in the table of FIG. 7 is achievedby engaging two brakes and one of the clutches. In FIG. 6, for example,the first torque-transmitting mechanism 658, the secondtorque-transmitting mechanism 660, and the fourth torque-transmittingmechanism 664 are engaged. In one embodiment, when transitioning betweenneutral and the first forward range, two of the second, third and fifthtorque-transmitting mechanisms may already be at least partiallyengaged, whereas the unapplied torque-transmitting mechanism of thethree shown in FIG. 7 is selectively engaged to achieve the firstforward ratio.

In a second or subsequent forward ratio, indicated as Range 2 in FIG. 7,the first torque-transmitting mechanism, the fourth torque-transmittingmechanism, and the fifth torque-transmitting mechanism are selectivelyengaged. Therefore, when transitioning between the first forward ratioand the second forward ratio, the second torque-transmitting mechanismis released and the fifth torque-transmitting mechanism is engaged.

In a third or subsequent forward ratio, indicated as Range 3 in FIG. 7,the second, fourth, and fifth torque-transmitting mechanisms areengaged. To transition from the second forward ratio to the thirdforward ratio, for example, the first torque-transmitting mechanism isreleased and the second torque-transmitting mechanism is engaged.

In a fourth or the next subsequent forward ratio, indicated as Range 4in FIG. 7, the second torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the third forward ratio andupshift to the fourth forward ratio, the fifth torque-transmittingmechanism is released and the sixth torque-transmitting mechanism isengaged.

In a fifth or the next subsequent forward ratio, indicated as Range 5 inFIG. 7, the fourth torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the fourth forward ratio andupshift to the fifth forward ratio, the second torque-transmittingmechanism is released and the fifth torque-transmitting mechanism isengaged.

In a sixth or the next subsequent forward ratio, indicated as Range 6 inFIG. 7, the third torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the fifth forward ratio andupshift to the sixth forward ratio, the fifth torque-transmittingmechanism is released and the third torque-transmitting mechanism isengaged.

In a seventh or the next subsequent forward ratio, indicated as Range 7in FIG. 7, the third torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the sixth forward ratio andupshift to the seventh forward ratio, the sixth torque-transmittingmechanism is released and the fifth torque-transmitting mechanism isengaged.

In an eighth or the next subsequent forward ratio, indicated as Range 8in FIG. 7, the third torque-transmitting mechanism, fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the seventh forward ratio andupshift to the eighth forward ratio, the fourth torque-transmittingmechanism is released and the sixth torque-transmitting mechanism isengaged.

In a ninth or the next subsequent forward ratio, indicated as Range 9 inFIG. 7, the second torque-transmitting mechanism, thirdtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the eighth forward ratio andupshift to the ninth forward ratio, the sixth torque-transmittingmechanism is released and the second torque-transmitting mechanism isengaged.

In a tenth or the next subsequent forward ratio, indicated as Range 10in FIG. 7, the second torque-transmitting mechanism, the thirdtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the ninth forward ratio andupshift to the tenth forward ratio, the fifth torque-transmittingmechanism is released and the second torque-transmitting mechanism isengaged.

As also shown in FIG. 7, the output shaft of the transmission can beselectively locked from rotating in a condition known as hill hold. Thehill hold condition can be achieved by selecting engaging the firsttorque-transmitting mechanism, the second torque-transmitting mechanism,and the sixth torque-transmitting mechanism.

The present disclosure contemplates that downshifts follow the reversesequence of the corresponding upshift (as described above), and severalpower-on skip-shifts that are single-transition are possible (e.g. from1st to 3rd or 3rd to 1st).

The aforementioned embodiment of FIG. 6 is also capable of transmittingtorque from a respective input shaft to a respective output shaft inmore than ten forward torque ratios and one reverse torque ratio.Referring to FIG. 12, for example, a truth table 1200 is shownrepresenting a state of engagement of various torque transmittingmechanisms in each of the available forward and reverse speeds or gearratios of the transmission illustrated in FIG. 6. It is to be understoodthat FIG. 12 is only one example of any number of truth tables possiblefor achieving ten or more forward ratios and one reverse ratio, and oneskilled in the art is capable of configuring diameters, gear toothcounts, and gear configurations to achieve other ratios. Moreover, asshown, FIG. 12 provides an example of how the architecture depicted inFIG. 6 may actually achieve up to thirteen forward torque ratios and onereverse torque ratio.

In the example of FIG. 12, a first reverse ratio (R1) can be achieved bythe selective engagement of the torque-transmitting mechanisms as setforth in the table. As shown, the first torque-transmitting mechanism(C1), the second torque-transmitting mechanism (C2) and the sixthtorque-transmitting mechanism (C6) are selectively engaged to establishthe reverse ratio. Thus, in transmission 600 of FIG. 6, the selectiveengagement of mechanisms 258, 260 and 268 can establish the reverseratio. Other reverse ratios are also possible by the selectiveengagement of torque-transmitting mechanisms other than those shown inFIG. 12. Moreover, while not shown in FIG. 12, the transmission may alsoshift into a neutral range or gear ratio, where none of thetorque-transmitting mechanisms carry torque. One or more of thetorque-transmitting mechanisms, however, may be engaged in neutral butnot carry torque.

A first forward ratio (i.e., Range 1) in the table of FIG. 12 isachieved by engaging two brakes and one of the clutches. In FIG. 6, forexample, the first torque-transmitting mechanism 658, the secondtorque-transmitting mechanism 660, and the fourth torque-transmittingmechanism 664 are engaged. In one embodiment, when transitioning betweenneutral and the first forward range, two of the second, third and fifthtorque-transmitting mechanisms may already be at least partiallyengaged, whereas the unapplied torque-transmitting mechanism of thethree shown in FIG. 12 is selectively engaged to achieve the firstforward ratio.

In a second or subsequent forward ratio, indicated as Range 2 in FIG.12, the first torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and the fifth torque-transmittingmechanism are selectively engaged. Therefore, when transitioning betweenthe first forward ratio and the second forward ratio, the secondtorque-transmitting mechanism is released and the fifthtorque-transmitting mechanism is engaged.

In a third or subsequent forward ratio, indicated as Range 3 in FIG. 12,the first, fourth, and sixth torque-transmitting mechanisms are engaged.To transition from the second forward ratio to the third forward ratio,for example, the fifth torque-transmitting mechanism is released and thesixth torque-transmitting mechanism is engaged.

In a fourth or the next subsequent forward ratio, indicated as Range 4in FIG. 12, the second torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the third forward ratio andupshift to the fourth forward ratio, the first and sixthtorque-transmitting mechanisms are released and the second and fifthtorque-transmitting mechanisms are engaged.

In a fifth or the next subsequent forward ratio, indicated as Range 5 inFIG. 12, the second torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the fourth forward ratio andupshift to the fifth forward ratio, the fifth torque-transmittingmechanism is released and the sixth torque-transmitting mechanism isengaged.

In a sixth or the next subsequent forward ratio, indicated as Range 6 inFIG. 12, the first torque-transmitting mechanism, the secondtorque-transmitting mechanism, and third torque-transmitting mechanismare engaged. Thus, to transition from the fifth forward ratio andupshift to the sixth forward ratio, the fourth and sixthtorque-transmitting mechanisms are released and the first and thirdtorque-transmitting mechanisms are engaged.

In a seventh or the next subsequent forward ratio, indicated as Range 7in FIG. 12, the fourth torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the sixth forward ratio andupshift to the seventh forward ratio, each of the torque-transmittingmechanisms engaged in sixth range are disengaged, whereas each of thedisengaged torque-transmitting mechanisms in seventh range are engaged.

In an eighth or the next subsequent forward ratio, indicated as Range 8in FIG. 12, the third torque-transmitting mechanism, fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the seventh forward ratio andupshift to the eighth forward ratio, the fifth torque-transmittingmechanism is released and the third torque-transmitting mechanism isengaged.

In a ninth or the next subsequent forward ratio, indicated as Range 9 inFIG. 12, the third torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and the fifth torque-transmittingmechanism are engaged. Thus, to transition from the eighth forward ratioand upshift to the ninth forward ratio, the sixth torque-transmittingmechanism is released and the fifth torque-transmitting mechanism isengaged.

In a tenth or the next subsequent forward ratio, indicated as Range 10in FIG. 12, the third torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the ninth forward ratio andupshift to the tenth forward ratio, the fourth torque-transmittingmechanism is released and the sixth torque-transmitting mechanism isengaged.

In an eleventh or the next subsequent forward ratio, indicated as Range11 in FIG. 12, the second torque-transmitting mechanism, the thirdtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the tenth forward ratio andupshift to the eleventh forward ratio, the sixth torque-transmittingmechanism is released and the second torque-transmitting mechanism isengaged.

In a twelfth or the next subsequent forward ratio, indicated as Range 12in FIG. 12, the second torque-transmitting mechanism, the thirdtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the eleventh forward ratio andupshift to the twelfth forward ratio, the fifth torque-transmittingmechanism is released and the sixth torque-transmitting mechanism isengaged.

In a thirteenth or the next subsequent forward ratio, indicated as Range13 in FIG. 12, the first torque-transmitting mechanism, the thirdtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the twelfth forward ratio andupshift to the thirteenth forward ratio, the second and sixthtorque-transmitting mechanisms are released and the first and fifthtorque-transmitting mechanisms are engaged.

As also shown in FIG. 12, the output shaft of the transmission can beselectively locked from rotating in a condition known as hill hold. Thehill hold condition can be achieved by selecting engaging the firsttorque-transmitting mechanism, the second torque-transmitting mechanism,and the sixth torque-transmitting mechanism.

The present disclosure contemplates that downshifts follow the reversesequence of the corresponding upshift (as described above), and severalpower-on skip-shifts that are single-transition are possible (e.g. from1st to 3rd or 3rd to 1st).

Turning now to FIG. 8, a schematic representation or stick diagramillustrates one embodiment of a multi-speed transmission 800 accordingto the present disclosure. The transmission 800 includes an input shaft802 and an output shaft 804. The input shaft 802 and output shaft 804can be disposed along the same axis or centerline of the transmission800. In another aspect, the different shafts can be disposed alongdifferent axes or centerlines. In a further aspect, the different shaftscan be disposed parallel to one another, but along different axes orcenterlines. Other aspects can be appreciated by one skilled in the art.

The transmission 800 can also include a plurality of planetary gearsets.In the illustrated embodiment of FIG. 8, the transmission 800 includes afirst planetary gearset 806, a second planetary gearset 808, a thirdplanetary gearset 810, and a fourth planetary gearset 812. Eachplanetary gearset can be referred to as a simple or compound planetarygearset. For example, in some aspects, one or more of the plurality ofplanetary gearsets can be formed as an idler planetary gearset. In FIG.8, each of the plurality of gearsets is illustrated as a simpleplanetary gearset. One or more of the plurality of planetary gearsetscan be arranged in different locations within the transmission 800, butfor sake of simplicity and in this particular example only, theplanetary gearsets are aligned in an axial direction consecutively insequence (i.e., first, second, third, and fourth between the input andoutput shafts).

The transmission 800 may also include a plurality of torque-transmittingor gearshifting mechanisms. For example, one or more of these mechanismscan include a clutch or brake. In one aspect, each of the plurality ofmechanisms is disposed within an outer housing of the transmission 800.In another aspect, however, one or more of the mechanisms may bedisposed outside of the housing. Each of the plurality of mechanisms canbe coupled to one or more of the plurality of planetary gearsets, whichwill be described further below.

In the embodiment of FIG. 8, the transmission 800 can include a firsttorque-transmitting mechanism 858, a second torque-transmittingmechanism 860, and a third torque-transmitting mechanism are configuredto function as brakes (e.g., the torque-transmitting mechanism isfixedly coupled to the outer housing of the transmission 800). Eachbrake can be configured as a shiftable-friction-locked disk brake,shiftable friction-locked band brake, shiftable form-locking claw orconical brake, or any other type of known brake. The transmission 800can also include a fourth torque-transmitting mechanism 864, a fifthtorque-transmitting mechanism 866, and a sixth torque-transmittingmechanism 868 that are configured to function as clutches. These can beshiftable friction-locked multi-disk clutches, shiftable form-lockingclaw or conical clutches, wet clutches, or any other known form of aclutch. With these six torque-transmitting mechanisms, selectiveshifting of at least ten forward gears and at least one reverse gear ispossible.

The transmission 800 of FIG. 8 may also include at least eight or ninedifferent shafts, which is inclusive of the input shaft 802 and outputshaft 804. Each of these shafts, designated as a first shaft 822, asecond shaft 824, a third shaft 826, a fourth shaft 836, a fifth shaft846, a sixth shaft 848, and a seventh shaft 870 and are configured to beconnected to one or more of the plurality of planetary gearsets orplurality of torque-transmitting mechanism between the input shaft 802and output shaft 804.

In FIG. 8, the first planetary gearset 806 can include a first sun gear814, a first ring gear 816, and a first carrier member 818 thatrotatably supports a set of pinion gears 820. The second planetarygearset 808 can include a second sun gear 828, a second ring gear 830,and a second carrier member 832 that rotatably supports a set of piniongears 834. The third planetary gearset 810 can include a third sun gear838, a third ring gear 840, and a third carrier member 842 thatrotatably supports a set of pinion gears 844. The fourth planetarygearset 812 can rotatably supports a set of pinion gears 856.

The transmission 800 is capable of transferring torque from the inputshaft 802 to the output shaft 804 in at least ten forward gears orratios and at least one reverse gear or ratio. Each of the forwardtorque ratios and the reverse torque ratios can be attained by theselective engagement of one or more of the torque-transmittingmechanisms (i.e., torque-transmitting mechanisms 858, 860, 862, 864,866, and 868). Those skilled in the art will readily understand that adifferent speed ratio is associated with each torque ratio. Thus, atleast ten forward speed ratios and at least one reverse speed ratio maybe attained by transmission 800.

As for the transmission 800, kinematic coupling of the first planetarygearset 806 is shown in FIG. 8. The first sun gear 814 is coupled to theinput shaft 802 for common rotation therewith. The first carrier member818 is coupled to the first shaft 822 for common rotation therewith.First ring gear 816 is coupled for common rotation with the second shaft824. First pinion gears 820 are configured to intermesh with the firstsun gear 814 and first ring gear 816.

With respect to the second planetary gearset 808, the second sun gear828 is coupled to the second shaft 824 for common rotation therewith.The second ring gear 830 is coupled to the fourth shaft 836 for commonrotation therewith. The second carrier member 832 is coupled for commonrotation with the third shaft 826. Second pinion gears 834 areconfigured to intermesh with the second sun gear 828 and second ringgear 830.

The third sun gear 838 of the third planetary gearset 810 is coupled tothe fifth shaft 846 for common rotation therewith. The third ring gear840 is coupled to the first shaft 822 for common rotation therewith.Third pinion gears 844 are configured to intermesh with the third sungear 838 and third ring gear 840, respectively. The third carrier member842 is coupled for common rotation with the third shaft 826.

The kinematic relationship of the fourth planetary gearset 812 is suchthat the fourth sun gear 850 is coupled to the seventh shaft 870 forcommon rotation therewith. The fourth ring gear 852 is coupled to thefourth shaft 836 for common rotation therewith. The fourth pinion gears856 are configured to intermesh with the fourth sun gear 850 and thefourth ring gear 852. The fourth carrier member 854 is coupled to theoutput shaft 804 for common rotation therewith.

With regards to the kinematic coupling of the six torque-transmittingmechanisms to the previously described shafts, the multiple speedtransmission 800 of FIG. 8 provides that the first torque-transmittingmechanism 858 is arranged within the power flow between the first shaft822 and the housing G of the transmission 800. In this manner, the firsttorque-transmitting mechanism 858 is configured to act as a brake. Thesecond torque-transmitting mechanism 860 is arranged within the powerflow between the third shaft 826 and the housing G of the transmission800. The third torque-transmitting mechanism 862 is arranged within thepower flow between the second shaft 824 and the housing G of thetransmission 800. The fourth torque-transmitting mechanism 864 isarranged within the power flow between the input shaft 802 and the thirdshaft 826. The fifth torque-transmitting mechanism 866 is arrangedwithin the power flow between the input shaft 802 and the seventh shaft870. The sixth torque-transmitting mechanism 868 is arranged within thepower flow between the input shaft 802 and the fifth shaft 846.

The kinematic couplings of the embodiment in FIG. 8 can further bedescribed with respect to the selective engagement of thetorque-transmitting mechanisms with respect to one or more components ofthe plurality of planetary gearsets. For example, in the transmission800, the first torque-transmitting mechanism 858 is selectivelyengageable to couple the first carrier member 818, the third ring gear840, and the first shaft 822 to the housing G of the transmission 800.The second torque-transmitting mechanism 860 is selectively engageableto couple the second carrier member 832, the third carrier member 842,and the third shaft 826 to the housing G of the transmission 800.Moreover, the third torque-transmitting mechanism 862 is selectivelyengageable to couple the first ring gear 816, the second sun gear 828,and the second shaft 824 to the housing G of the transmission 800. Thefourth torque-transmitting mechanism 864 is selectively engageable tocouple the first sun gear 814 and the input shaft 802 to the secondcarrier member 832, the third carrier member 842, and the third shaft826. The fifth torque-transmitting mechanism 866 is selectivelyengageable to couple the first sun gear 814 and the input shaft 802 tothe fourth sun gear 850 and the seventh shaft 870. Lastly, the sixthtorque-transmitting mechanism 868 is selectively engageable to couplethe first sun gear 814 and the input shaft 802 to the third sun gear 838and the fifth shaft 846.

In the example of FIG. 9, a first reverse ratio (R1) can be achieved bythe selective engagement of the torque-transmitting mechanisms as setforth in the table. As shown, the second torque-transmitting mechanism(C2), the third torque-transmitting mechanism (C3) and the sixthtorque-transmitting mechanism (C6) are selectively engaged to establishthe reverse ratio. Thus, in transmission 800 of FIG. 8, the selectiveengagement of mechanisms 260, 262 and 268 can establish the reverseratio. Other reverse ratios are also possible by the selectiveengagement of torque-transmitting mechanisms other than those shown inFIG. 9. Moreover, while not shown in FIG. 9, the transmission may alsoshift into a neutral range or gear ratio, where none of thetorque-transmitting mechanisms carry torque. One or more of thetorque-transmitting mechanisms, however, may be engaged in neutral butnot carry torque.

A first forward ratio (i.e., Range 1) in the table of FIG. 9 is achievedby engaging two brakes and one of the clutches. In FIG. 8, for example,the second torque-transmitting mechanism 660, the thirdtorque-transmitting mechanism 662, and the fifth torque-transmittingmechanism 666 are engaged. In one embodiment, when transitioning betweenneutral and the first forward range, two of the second, third and fifthtorque-transmitting mechanisms may already be at least partiallyengaged, whereas the unapplied torque-transmitting mechanism of thethree shown in FIG. 9 is selectively engaged to achieve the firstforward ratio.

In a second or subsequent forward ratio, indicated as Range 2 in FIG. 9,the first torque-transmitting mechanism, the second torque-transmittingmechanism, and the fifth torque-transmitting mechanism are selectivelyengaged. Therefore, when transitioning between the first forward ratioand the second forward ratio, the third torque-transmitting mechanism isreleased and the first torque-transmitting mechanism is engaged.

In a third or subsequent forward ratio, indicated as Range 3 in FIG. 9,the second, fifth, and sixth torque-transmitting mechanisms are engaged.To transition from the second forward ratio to the third forward ratio,for example, the first torque-transmitting mechanism is released and thesixth torque-transmitting mechanism is engaged.

In a fourth or the next subsequent forward ratio, indicated as Range 4in FIG. 9, the first torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the third forward ratio andupshift to the fourth forward ratio, the second torque-transmittingmechanism is released and the first torque-transmitting mechanism isengaged.

In a fifth or the next subsequent forward ratio, indicated as Range 5 inFIG. 9, the third torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the fourth forward ratio andupshift to the fifth forward ratio, the first torque-transmittingmechanism is released and the third torque-transmitting mechanism isengaged.

In a sixth or the next subsequent forward ratio, indicated as Range 6 inFIG. 9, the fourth torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the fifth forward ratio andupshift to the sixth forward ratio, the third torque-transmittingmechanism is released and the fourth torque-transmitting mechanism isengaged.

In a seventh or the next subsequent forward ratio, indicated as Range 7in FIG. 9, the third torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the sixth forward ratio andupshift to the seventh forward ratio, the sixth torque-transmittingmechanism is released and the third torque-transmitting mechanism isengaged.

In an eighth or the next subsequent forward ratio, indicated as Range 8in FIG. 9, the first torque-transmitting mechanism, fourthtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the seventh forward ratio andupshift to the eighth forward ratio, the third torque-transmittingmechanism is released and the first torque-transmitting mechanism isengaged.

In a ninth or the next subsequent forward ratio, indicated as Range 9 inFIG. 9, the third torque-transmitting mechanism, fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the eighth forward ratio andupshift to the ninth forward ratio, the first torque-transmittingmechanism is released and the third torque-transmitting mechanism isengaged.

In a tenth or the next subsequent forward ratio, indicated as Range 10in FIG. 9, the first torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the ninth forward ratio andupshift to the tenth forward ratio, the third torque-transmittingmechanism is released and the first torque-transmitting mechanism isengaged.

Although not shown in FIG. 9, but as discussed herein, the output shaftof the transmission can be selectively locked from rotating in acondition known as hill hold. The hill hold condition can be achieved byselecting engaging three of the six torque-transmitting mechanisms ofthe transmission 800 in FIG. 8.

The present disclosure further contemplates that downshifts follow thereverse sequence of the corresponding upshift (as described above), andseveral power-on skip-shifts that are single-transition are possible(e.g. from 1st to 3rd or 3rd to 1st).

Referring to FIG. 10, a schematic representation or stick diagramillustrates one embodiment of a multi-speed transmission 1000 accordingto the present disclosure. The transmission 1000 includes an input shaft1002 and an output shaft 1004. The input shaft 1002 and output shaft1004 can be disposed along the same axis or centerline of thetransmission 1000. In another aspect, the different shafts can bedisposed along different axes or centerlines. In a further aspect, thedifferent shafts can be disposed parallel to one another, but alongdifferent axes or centerlines. Other aspects can be appreciated by oneskilled in the art.

The transmission 1000 can also include a plurality of planetarygearsets. In the illustrated embodiment of FIG. 10, the transmission1000 includes a first planetary gearset 1006, a second planetary gearset1008, a third planetary gearset 1010, and a fourth planetary gearset10102. Each planetary gearset can be referred to as a simple or compoundplanetary gearset. For example, in some aspects, one or more of theplurality of planetary gearsets can be formed as an idler planetarygearset. In FIG. 10, each of the plurality of gearsets is illustrated asa simple planetary gearset. One or more of the plurality of planetarygearsets can be arranged in different locations within the transmission1000, but for sake of simplicity and in this particular example only,the planetary gearsets are aligned in an axial direction consecutivelyin sequence (i.e., first, second, third, and fourth between the inputand output shafts).

The transmission 1000 may also include a plurality oftorque-transmitting or gearshifting mechanisms. For example, one or moreof these mechanisms can include a clutch or brake. In one aspect, eachof the plurality of mechanisms is disposed within an outer housing ofthe transmission 1000. In another aspect, however, one or more of themechanisms may be disposed outside of the housing. Each of the pluralityof mechanisms can be coupled to one or more of the plurality ofplanetary gearsets, which will be described further below.

In the embodiment of FIG. 10, the transmission 1000 can include a firsttorque-transmitting mechanism 1058 and a second torque-transmittingmechanism 1060 are configured to function as brakes (e.g., thetorque-transmitting mechanism is fixedly coupled to the outer housing ofthe transmission 1000). Each brake can be configured as ashiftable-friction-locked disk brake, shiftable friction-locked bandbrake, shiftable form-locking claw or conical brake, or any other typeof known brake. The transmission 1000 can also include a thirdtorque-transmitting mechanism 1062, a fourth torque-transmittingmechanism 1064, a fifth torque-transmitting mechanism 1066, and a sixthtorque-transmitting mechanism 1068 that are configured to function asclutches. These can be shiftable friction-locked multi-disk clutches,shiftable form-locking claw or conical clutches, wet clutches, or anyother known form of a clutch. With these six torque-transmittingmechanisms, selective shifting of at least ten forward gears and atleast one reverse gear is possible.

The transmission 1000 of FIG. 10 may also include at least eight or ninedifferent shafts, which is inclusive of the input shaft 1002 and outputshaft 1004. Each of these shafts, designated as a first shaft 1022, asecond shaft 1024, a third shaft 1026, a fourth shaft 1036, a fifthshaft 1046, and a sixth shaft 1048 are configured to be connected to oneor more of the plurality of planetary gearsets or plurality oftorque-transmitting mechanism between the input shaft 1002 and outputshaft 1004.

In FIG. 10, the first planetary gearset 1006 can include a first sungear 1014, a first ring gear 1016, and a first carrier member 1018 thatrotatably supports a set of pinion gears 1020. The second planetarygearset 1008 can include a second sun gear 1028, a second ring gear1030, and a second carrier member 1032 that rotatably supports a set ofpinion gears 1034. The third planetary gearset 1010 can include a thirdsun gear 1038, a third ring gear 1040, and a third carrier member 1042that rotatably supports a set of pinion gears 1044. The fourth planetarygearset 10102 can rotatably supports a set of pinion gears 1056.

The transmission 1000 is capable of transferring torque from the inputshaft 1002 to the output shaft 1004 in at least ten forward gears orratios and at least one reverse gear or ratio. Each of the forwardtorque ratios and the reverse torque ratios can be attained by theselective engagement of one or more of the torque-transmittingmechanisms (i.e., torque-transmitting mechanisms 1058, 1060, 1062, 1064,1066, and 1068). Those skilled in the art will readily understand that adifferent speed ratio is associated with each torque ratio. Thus, atleast ten forward speed ratios and at least one reverse speed ratio maybe attained by transmission 1000.

As for the transmission 1000, kinematic coupling of the first planetarygearset 1006 is shown in FIG. 10. The first sun gear 1014 is coupled tothe first shaft 1022 for common rotation therewith. The first carriermember 1018 is coupled to the second shaft 1024 for common rotationtherewith. First ring gear 1016 is coupled for common rotation with thethird shaft 1026. First pinion gears 1020 are configured to intermeshwith the first sun gear 1014 and first ring gear 1016.

With respect to the second planetary gearset 1008, the second sun gear1028 is coupled to the second shaft 1024 for common rotation therewith.The second ring gear 1030 is coupled to the input shaft 1002 for commonrotation therewith. The second carrier member 1032 is coupled for commonrotation with the fourth shaft 1036. Second pinion gears 1034 areconfigured to intermesh with the second sun gear 1028 and second ringgear 1030.

The third sun gear 1038 of the third planetary gearset 1010 is coupledto the sixth shaft 1048 for common rotation therewith. The third ringgear 1040 is coupled to the output shaft 1004 for common rotationtherewith. Third pinion gears 1044 are configured to intermesh with thethird sun gear 1038 and third ring gear 1040, respectively. The thirdcarrier member 1042 is coupled for common rotation with the fifth shaft1046.

The kinematic relationship of the fourth planetary gearset 10102 is suchthat the fourth sun gear 1050 is coupled to the third shaft 1026 forcommon rotation therewith. The fourth ring gear 1052 is coupled to thefifth shaft 1046 for common rotation therewith. The fourth pinion gears1056 are configured to intermesh with the fourth sun gear 1050 and thefourth ring gear 1052. The fourth carrier member 1054 is coupled to theoutput shaft 1004 for common rotation therewith.

With regards to the kinematic coupling of the six torque-transmittingmechanisms to the previously described shafts, the multiple speedtransmission 1000 of FIG. 10 provides that the first torque-transmittingmechanism 1058 is arranged within the power flow between the first shaft1022 and the housing G of the transmission 1000. In this manner, thefirst torque-transmitting mechanism 1058 is configured to act as abrake. The second torque-transmitting mechanism 1060 is arranged withinthe power flow between the first shaft 1022 and the housing G of thetransmission 1000. The third torque-transmitting mechanism 1062 isarranged within the power flow between the input shaft 1002 and thesixth shaft 1048. The fourth torque-transmitting mechanism 1064 isarranged within the power flow between the second shaft 1024 and thefifth shaft 1046. The fifth torque-transmitting mechanism 1066 isarranged within the power flow between the fourth shaft 1036 and thefifth shaft 1046. The sixth torque-transmitting mechanism 1068 isarranged within the power flow between the fourth shaft 1036 and thesixth shaft 1048.

The kinematic couplings of the embodiment in FIG. 10 can further bedescribed with respect to the selective engagement of thetorque-transmitting mechanisms with respect to one or more components ofthe plurality of planetary gearsets. For example, in the transmission1000, the first torque-transmitting mechanism 1058 is selectivelyengageable to couple the first carrier member 1018, the second sun gear1028, and the second shaft 1024 to the housing G of the transmission1000. The second torque-transmitting mechanism 1060 is selectivelyengageable to couple the first sun gear 1014 and the first shaft 1022 tothe housing G of the transmission 1000. Moreover, the thirdtorque-transmitting mechanism 1062 is selectively engageable to couplethe second ring gear 1030 and the input shaft 1002 to the third sun gear1038 and the sixth shaft 1048. The fourth torque-transmitting mechanism1064 is selectively engageable to couple the first carrier member 1018,the second sun gear 1028, and the second shaft 1024 to the third carriermember 1042, the fourth ring gear 1052, and the fifth shaft 1046. Thefifth torque-transmitting mechanism 1066 is selectively engageable tocouple the second carrier member 1032 and the fourth shaft 1036 to thethird carrier member 1042, the fourth ring gear 1052, and the fifthshaft 1046. Lastly, the sixth torque-transmitting mechanism 1068 isselectively engageable to couple the second carrier member 1032 and thefourth shaft 1036 to the third sun gear 1038 and the sixth shaft 1048.

In the example of FIG. 11, a first reverse ratio (R1) can be achieved bythe selective engagement of the torque-transmitting mechanisms as setforth in the table. As shown, the first torque-transmitting mechanism(C1), the fourth torque-transmitting mechanism (C4) and the sixthtorque-transmitting mechanism (C6) are selectively engaged to establishthe reverse ratio (R1). Thus, in transmission 1000 of FIG. 10, theselective engagement of mechanisms 258, 264 and 268 can establish thereverse ratio. Other reverse ratios are also possible by the selectiveengagement of torque-transmitting mechanisms other than those shown inFIG. 11. For instance, a second reverse ratio (R2) may be achieved bythe selective engagement of the first, third, and fourthtorque-transmitting mechanisms of the transmission 1000 in FIG. 10. Thegear ratio of the second reverse ratio may be different from the firstreverse ratio and provide advantages not possible in the first reverseratio. Moreover, while not shown in FIG. 11, the transmission may alsoshift into a neutral range or gear ratio, where none of thetorque-transmitting mechanisms carry torque. One or more of thetorque-transmitting mechanisms, however, may be engaged in neutral butnot carry torque.

A first forward ratio (i.e., Range 1) in the table of FIG. 11 isachieved by engaging three of the torque-transmitting mechanisms of FIG.10. In FIG. 10, for example, the first torque-transmitting mechanism658, the second torque-transmitting mechanism 660, and the sixthtorque-transmitting mechanism 668 are engaged. In one embodiment, whentransitioning between neutral and the first forward range, two of thefirst, second and sixth torque-transmitting mechanisms may already be atleast partially engaged, whereas the unapplied torque-transmittingmechanism of the three shown in FIG. 11 is selectively engaged toachieve the first forward ratio.

In a second or subsequent forward ratio, indicated as Range 2 in FIG.11, the first torque-transmitting mechanism, the secondtorque-transmitting mechanism, and the third torque-transmittingmechanism are selectively engaged. Therefore, when transitioning betweenthe first forward ratio and the second forward ratio, the sixthtorque-transmitting mechanism is released and the thirdtorque-transmitting mechanism is engaged.

In a third or subsequent forward ratio, indicated as Range 3 in FIG. 11,the first, second, and fifth torque-transmitting mechanisms are engaged.To transition from the second forward ratio to the third forward ratio,for example, the third torque-transmitting mechanism is released and thefifth torque-transmitting mechanism is engaged.

In a fourth or the next subsequent forward ratio, indicated as Range 4in FIG. 11, the first torque-transmitting mechanism, the thirdtorque-transmitting mechanism, and fifth torque-transmitting mechanismare engaged. Thus, to transition from the third forward ratio andupshift to the fourth forward ratio, the second torque-transmittingmechanism is released and the third torque-transmitting mechanism isengaged.

In a fifth or the next subsequent forward ratio, indicated as Range 5 inFIG. 11, the first torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the fourth forward ratio andupshift to the fifth forward ratio, the third torque-transmittingmechanism is released and the sixth torque-transmitting mechanism isengaged.

In a sixth or the next subsequent forward ratio, indicated as Range 6 inFIG. 11, the second torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the fifth forward ratio andupshift to the sixth forward ratio, the first torque-transmittingmechanism is released and the second torque-transmitting mechanism isengaged.

In a seventh or the next subsequent forward ratio, indicated as Range 7in FIG. 11, the third torque-transmitting mechanism, the fifthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the sixth forward ratio andupshift to the seventh forward ratio, the second torque-transmittingmechanism is released and the third torque-transmitting mechanism isengaged.

In an eighth or the next subsequent forward ratio, indicated as Range 8in FIG. 11, the second torque-transmitting mechanism, thirdtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the seventh forward ratio andupshift to the eighth forward ratio, the fifth torque-transmittingmechanism is released and the second torque-transmitting mechanism isengaged.

In a ninth or the next subsequent forward ratio, indicated as Range 9 inFIG. 11, the second torque-transmitting mechanism, thirdtorque-transmitting mechanism, and fourth torque-transmitting mechanismare engaged. Thus, to transition from the eighth forward ratio andupshift to the ninth forward ratio, the sixth torque-transmittingmechanism is released and the fourth torque-transmitting mechanism isengaged.

In a tenth or the next subsequent forward ratio, indicated as Range 10in FIG. 11, the second torque-transmitting mechanism, the fourthtorque-transmitting mechanism, and sixth torque-transmitting mechanismare engaged. Thus, to transition from the ninth forward ratio andupshift to the tenth forward ratio, the third torque-transmittingmechanism is released and the sixth torque-transmitting mechanism isengaged.

As also shown in FIG. 11, the output shaft of the transmission can beselectively locked from rotating in a hill hold condition. The hill holdcondition can be achieved by selecting engaging three of the sixtorque-transmitting mechanisms of the transmission 800 in FIG. 10. InFIG. 11, hill hold is achieved by selectively engaging the first,second, and fourth torque-transmitting mechanisms.

The present disclosure further contemplates that downshifts follow thereverse sequence of the corresponding upshift (as described above), andseveral power-on skip-shifts that are single-transition are possible(e.g. from 1st to 3rd or 3rd to 1st).

While exemplary embodiments incorporating the principles of the presentdisclosure have been disclosed hereinabove, the present disclosure isnot limited to the disclosed embodiments. Instead, this application isintended to cover any variations, uses, or adaptations of the disclosureusing its general principles. Further, this application is intended tocover such departures from the present disclosure as come within knownor customary practice in the art to which this disclosure pertains andwhich fall within the limits of the appended claims.

1. A multiple speed transmission, comprising: an input member; an output member; first, second, third and fourth planetary gearsets each having first, second and third members; a plurality of interconnecting members each connected to at least one of the first, second, third, and fourth planetary gearsets; a first torque-transmitting mechanism selectively engageable to interconnect the second member of the third planetary gearset with a stationary member; a second torque-transmitting mechanism selectively engageable to interconnect the third member of the first planetary gearset and the first member of the third planetary gearset with the stationary member; a third torque-transmitting mechanism selectively engageable to interconnect the second member of the second planetary gearset with the input member; a fourth torque-transmitting mechanism selectively engageable to interconnect the first member of the second planetary gearset and the first member of the fourth planetary gearset with the input member; a fifth torque-transmitting mechanism selectively engageable to interconnect the second member of the second planetary gearset with the third member of the third planetary gearset and the third member of the fourth planetary gearset; a sixth torque-transmitting mechanism selectively engageable to interconnect the second member of the second planetary gearset with the second member of the third planetary gearset; wherein the torque transmitting mechanisms are selectively engageable in combinations of at least three to establish at least ten forward speed ratios and at least one reverse speed ratio between the input member and the output member.
 2. The multiple speed transmission of claim 1, wherein the input member is not continuously interconnected with any member of the first, second, third, or fourth planetary gearset, and the output member is continuously interconnected with the second member of the fourth planetary gearset.
 3. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a first interconnecting member directly connecting the first member of the first planetary gearset with the stationary member.
 4. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a second interconnecting member continuously interconnecting the second member of the first planetary gearset with the third member of the second planetary gearset.
 5. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a third interconnecting member continuously interconnecting the third member of the first planetary gearset with the first member of the third planetary gearset.
 6. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a fourth interconnecting member continuously connected to the second member of the second planetary gearset.
 7. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a fifth interconnecting member continuously interconnecting the first member of the second planetary gearset with the first member of the fourth planetary gearset.
 8. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a sixth interconnecting member continuously interconnecting the third member of the third planetary gearset with the third member of the fourth planetary gearset.
 9. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a seventh interconnecting member continuously connected to the second member of the third planetary gearset.
 10. The multiple speed transmission of claim 1, wherein when shifting from at least one forward speed ratio into one of a successive higher and a successive lower forward speed ratio causes at least two of the first, the second, the third, the fourth, the fifth and the sixth torque transmitting mechanisms to disengage and at least two of the first, the second, the third, the fourth, the fifth, and the sixth torque transmitting mechanisms to engage.
 11. The multiple speed transmission of claim 1, wherein when shifting from one forward speed ratio into one of a successive higher and a successive lower forward speed ratio causes at least one of the first, the second, the third, the fourth, the fifth and the sixth torque transmitting mechanisms to disengage and at least one of the first, the second, the third, the fourth, the fifth, and the sixth torque transmitting mechanisms to engage.
 12. The multiple speed transmission of claim 1, wherein a hill hold condition is achieved when the first, second and sixth torque-transmitting mechanisms are selectively engaged.
 13. A multiple speed transmission, comprising: an input member; an output member; first, second, third and fourth planetary gearsets each having a sun gear, a carrier member, and a ring gear; a plurality of interconnecting members each connected to at least one of the first, second, third, and fourth planetary gearsets; a first torque-transmitting mechanism selectively engageable to interconnect the carrier member of the third planetary gearset with a stationary member; a second torque-transmitting mechanism selectively engageable to interconnect the ring gear of the first planetary gearset and the sun gear of the third planetary gearset with the stationary member; a third torque-transmitting mechanism selectively engageable to interconnect the carrier member of the second planetary gearset with the input member; a fourth torque-transmitting mechanism selectively engageable to interconnect the sun gear of the second planetary gearset and the sun gear of the fourth planetary gearset with the input member; a fifth torque-transmitting mechanism selectively engageable to interconnect the carrier member of the second planetary gearset with the ring gear of the third planetary gearset and the ring gear of the fourth planetary gearset; a sixth torque-transmitting mechanism selectively engageable to interconnect the carrier member of the second planetary gearset with the carrier member of the third planetary gearset; wherein the torque transmitting mechanisms are selectively engageable in combinations of at least three to establish at least ten forward speed ratios and at least one reverse speed ratio between the input member and the output member.
 14. The multiple speed transmission of claim 13, wherein the plurality of interconnecting members includes a first interconnecting member directly connecting the sun gear of the first planetary gearset with the stationary member.
 15. The multiple speed transmission of claim 13, wherein the plurality of interconnecting members includes a second interconnecting member continuously interconnecting the carrier member of the first planetary gearset with the ring gear of the second planetary gearset.
 16. The multiple speed transmission of claim 13, wherein the plurality of interconnecting members includes a third interconnecting member continuously interconnecting the ring gear of the first planetary gearset with the sun gear of the third planetary gearset.
 17. The multiple speed transmission of claim 13, wherein the plurality of interconnecting members includes a fourth interconnecting member continuously connected to the carrier member of the second planetary gearset.
 18. The multiple speed transmission of claim 13, wherein the plurality of interconnecting members includes a fifth interconnecting member continuously interconnecting the sun gear of the second planetary gearset with the sun gear of the fourth planetary gearset.
 19. The multiple speed transmission of claim 13, wherein the plurality of interconnecting members includes a sixth interconnecting member continuously interconnecting the ring gear of the third planetary gearset with the ring gear of the fourth planetary gearset.
 20. The multiple speed transmission of claim 13, wherein the plurality of interconnecting members includes a seventh interconnecting member continuously connected to the carrier member of the third planetary gearset. 